CN108032862B - Hybrid power supply power system and power supply method for internal combustion motor train unit - Google Patents

Hybrid power supply power system and power supply method for internal combustion motor train unit Download PDF

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Publication number
CN108032862B
CN108032862B CN201711292990.0A CN201711292990A CN108032862B CN 108032862 B CN108032862 B CN 108032862B CN 201711292990 A CN201711292990 A CN 201711292990A CN 108032862 B CN108032862 B CN 108032862B
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China
Prior art keywords
super capacitor
management module
train
energy management
power
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CN201711292990.0A
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CN108032862A (en
Inventor
杨颖�
周安德
李耘茏
范丽冰
李庭芳
齐彪
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Priority to CN201711292990.0A priority Critical patent/CN108032862B/en
Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Priority to MA50952A priority patent/MA50952B1/en
Priority to PCT/CN2017/118477 priority patent/WO2019109413A1/en
Priority to RS20230809A priority patent/RS64570B1/en
Priority to US16/769,998 priority patent/US20200385034A1/en
Priority to PL17933929.6T priority patent/PL3722177T3/en
Priority to EP17933929.6A priority patent/EP3722177B1/en
Publication of CN108032862A publication Critical patent/CN108032862A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/24—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
    • B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1438—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in combination with power supplies for loads other than batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a hybrid power supply power system and a power supply method for an internal combustion motor train unit.A train runs, an energy management module sends a level signal of a train driver controller to an inverter, and the inverter sets envelope lines of train speed and traction force, train speed and regenerative braking force according to the received level signal of the driver controller and the power performance of a power system in advance and controls a traction motor to exert corresponding torque; meanwhile, the inverter calculates the current actual required power according to the voltage and current values collected by the input end, and sends the required power to the energy management module, the energy management module calculates and sends a power command to be output to the rectifier according to the current available power of the super capacitor, and the rectifier controls the power pack to output corresponding power according to the command of the energy management module. The invention has simple structure and reliable control, can increase the power performance of the train and improve the transport capacity of the train.

Description

Hybrid power supply power system and power supply method for internal combustion motor train unit
Technical Field
The invention relates to an internal power supply system of an internal combustion motor train unit, in particular to a hybrid power supply power system and a power supply method of the internal combustion motor train unit.
Background
Through years of development of traditional internal combustion motor train units, great contribution is made to the development of human civilization, and direct or indirect economic benefits which are difficult to calculate are created. However, with the rapid development of rail transit technology in recent years, people are more and more aware of the harm of the traditional internal combustion vehicle to human environment. The increasingly worsened air quality and the gradually lacked petroleum resources caused by the operation emission of the power system of the traditional internal combustion motor train unit, the urgent environment protection and the pressure of the daily shortage of petroleum reserves compel people to consider the problem of the power system of the internal combustion motor train unit and demand an optimal solution. In the beginning of the 20 th century, internal combustion motor train units powered by a diesel engine and a storage battery in a mixed mode were developed successively by GE, Canada railway power hybrid technology and Toshiba Japan, but the hybrid motor train units are high in cost and maintenance cost and are not widely applied to the rail transit field at home and abroad.
Disclosure of Invention
The invention aims to solve the technical problem that aiming at the defects of the prior art, the invention provides the hybrid power supply system and the power supply method for the internal combustion motor train unit, which can increase the power performance of a train and improve the transportation capacity of the train.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a hybrid power supply system of an internal combustion motor train unit comprises:
the energy management module is used for receiving respective current voltage, current, actual available power and current output power sent by the internal electrodynamic force packet, the rectifier, the super capacitor and the inverter and performing energy management;
the internal electric power pack is used for sending the working parameters of the internal electric power pack to the energy management module and transmitting the energy and the capacity parameters of the internal electric power pack to the rectifier;
the rectifier is used for sending the working parameters of the rectifier to the energy management module and transmitting the energy and the capacity parameters of the rectifier to the inverter;
the super capacitor is used for sending the working parameters of the super capacitor to the energy management module and sending the energy and the capacity parameters of the super capacitor to the inverter;
the inverter is used for sending the working parameters of the inverter to the energy management module, supplying the output electric quantity of the internal electric power package and the super capacitor to the traction motor and monitoring the working state of the traction motor;
when a train runs, the energy management module sends a level signal of a train controller to the inverter, and the inverter sets envelope lines of train speed and traction force, train speed and regenerative braking force according to the received level signal of the train controller and the power performance of a power system and controls a traction motor to exert corresponding torque; meanwhile, the inverter calculates the current actual required power according to the voltage and current values collected by the input end and sends the required power to the energy management module, the energy management module calculates and sends a power command to be output to the rectifier according to the current available power of the super capacitor, and the rectifier controls the inner electrodynamic force packet to output corresponding power according to the command of the energy management module.
The internal electrical power pack comprises a control cabinet; a voltage sensor and a current sensor are arranged in the control cabinet; the control cabinet monitors the state of the internal electric power pack and controls the output of corresponding power according to the command of the rectifier; the voltage sensor is used for monitoring the real-time output voltage of the internal electrodynamic force package; the current sensor is used for monitoring the real-time output current of the internal electrodynamic force package.
A control module is configured in the rectifier; the control module is connected with a voltage sensor, a current sensor and a contactor which are arranged at the input end of the rectifier; the control module monitors the state of the rectifier and controls the output of corresponding power according to the command of the energy management module; the contactor is used for switching or isolating the rectifier; the voltage sensor is used for monitoring the real-time output voltage of the rectifier; the current sensor is used for monitoring the real-time output current of the rectifier.
A control module is arranged in the super capacitor, and a voltage sensor, a current sensor, a fuse and a contactor are arranged at the output end of the super capacitor; the control module monitors the state of the super capacitor; the voltage sensor is used for monitoring the real-time output voltage of the super capacitor; the current sensor is used for monitoring the real-time output current of the super capacitor; the fuse is used for overcurrent protection; the contactor is used for throwing in or isolating the super capacitor.
When the train is in a traction working condition, the internal electric power package and the super capacitor are connected in parallel to provide electric energy for the traction motor and the vehicle-mounted load.
When the train is in a braking working condition, the internal electric power pack runs in an idling mode, the rectifier is in a standby state, and the super capacitor rapidly recovers the regenerative braking energy of the traction motor.
When the train is in an inert or static working condition, the internal electrodynamic force package runs in an idling mode, and the super capacitor is charged while the current running speed of the train is maintained.
When the fault of the internal electrodynamic force package is isolated, the super capacitor supplies power to the train load to maintain power supply energy for a certain time; when the super capacitor fault is isolated, the internal power pack supplies power to the train load to maintain the low-speed operation of the train.
The power of the internal electrodynamic force package is 360-390 kW, the power of the super capacitor is 300-450 kW, and the price and the weight of the set of internal electrodynamic force package are about 1.5 times of those of the super capacitor with the same power, so that the power system has the characteristics of light weight and low cost.
Correspondingly, the invention also provides a hybrid power supply method of the internal combustion motor train unit, which comprises the following steps:
when the train is in a traction working condition, the energy management module judges a voltage set value of the super capacitor, if the voltage of the super capacitor is larger than the set value (set as DC750V in the invention), the energy management module controls the rectifier to be switched on, and the internal electric power pack and the super capacitor supply power to the inverter together; if the voltage of the super capacitor end is smaller than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack charges the super capacitor until the voltage of the super capacitor end reaches the set value;
when the train brakes, the energy management module controls the inner electrodynamic force package to run in an idle speed mode, the rectifier is in a standby state and judges according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the energy management module controls the isolation super capacitor, and the regenerative braking electric quantity is consumed by the vehicle-mounted equipment and the braking resistor; when the voltage of the super capacitor end is smaller than a set value, the energy management module controls the super capacitor to work, and regenerative braking electric quantity is absorbed by the super capacitor and the vehicle-mounted equipment;
when the train is in an inert or static working condition, the energy management module controls the inner electric power pack to run at an idle speed, the rectifier is in a working state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, and when the end voltage of the super capacitor is greater than a set value, the energy management module controls the isolation super capacitor; when the voltage of the super capacitor terminal is smaller than a set value, the super capacitor is charged by the internal electric power pack;
when the inner electrodynamic force package is in fault, the energy management module controls the inner electrodynamic force package and the rectifier to be in a shutdown state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the super capacitor supplies power to a train load, and power supply energy for a certain time is maintained; when the end voltage of the super capacitor is smaller than a set value, an external power supply charges the super capacitor, and then the super capacitor supplies power to a train load;
when the super capacitor fails, the energy management module controls the super capacitor to be in an isolation state and controls the internal electric power pack to supply power to train traction and auxiliary loads.
Compared with the prior art, the invention has the beneficial effects that: the power system comprises two power supplies, the power supplies are sufficient, and the starting acceleration of the train is high; because the super capacitor participates in power supply, the output power of the internal electrodynamic force package is greatly reduced when the train runs, and further the polluted air emission of the train is reduced; the invention has simple structure and reliable control, can increase the power performance of the train and improve the transport capacity of the train.
Drawings
FIG. 1 is a circuit block diagram of the power system of the present invention;
FIG. 2 is a network connection diagram of the power system of the present invention;
FIG. 3 is a diagram of an internal electric power pack;
FIG. 4 is a view showing an internal configuration of a rectifier;
fig. 5 is a diagram of the internal configuration of the super capacitor.
Detailed Description
As shown in fig. 1 and 2, the power system of the present invention includes:
the energy management module is used for receiving the internal electric power package, the rectifier, the super capacitor and the inverter submodule to send the working state, the current voltage, the current, the actual available power and the current output power of the inverter submodule, and then calculating and managing the energy, so that the advantages of high response speed, strong power performance and high recovered braking energy of the power system are achieved.
The inner electrodynamic force package is connected with the energy management module through an MVB line, the state and working parameters of the inner electrodynamic force package are transmitted to the energy management module through an MVB network, and the energy management module is connected with the rectifier through a power cable and a control cable, so that energy is transmitted to the rectifier from the inner electrodynamic force package and the capacity parameters of the inner electrodynamic force package are transmitted to the rectifier.
The rectifier is connected with the energy management module through an MVB wire, the state and working parameters of the rectifier are transmitted to the energy management module through an MVB network, and the rectifier is connected with the inverter through a power cable and a control cable, so that the energy of a power pack is transmitted to the inverter from the rectifier and the capacity parameters of the rectifier are transmitted to the inverter.
The super capacitor is connected with the energy management module through an MVB wire, the state and working parameters of the super capacitor are transmitted to the energy management module through an MVB network, and the super capacitor is connected with the inverter through a power cable, so that the energy is transmitted to the inverter from the super capacitor and the capacity parameters of the super capacitor are transmitted to the inverter.
One side of the inverter is connected with the energy management module through an MVB wire, the state and working parameters of the inverter are transmitted to the energy management module through an MVB network, and the other side of the inverter is connected with the traction motor through a power cable and a control cable, so that the output electric quantity of the internal electric power package and the output electric quantity of the super capacitor are supplied to the traction motor, and meanwhile, the working state of the traction motor is monitored.
The connection mode of the internal electrodynamic force package and the super capacitor in the main circuit is parallel connection, hybrid power supply is realized, and the power around the train is improved.
The control case is configured with the internal electric power package, the output end is configured with a voltage sensor and a current sensor, and the control case monitors the state of the internal electric power package and controls and outputs corresponding power according to the command of the rectifier; the voltage sensor is used for monitoring the real-time output voltage of the internal electrodynamic force package; the current sensor is used for monitoring the real-time output current of the internal electrodynamic force package; the circuit diagram is shown in fig. 3.
The rectifier is internally provided with a control module, the input end of the rectifier is provided with a contactor, and the output end of the rectifier is provided with a voltage sensor and a current sensor. The control module monitors the state of the rectifier and controls the output of corresponding power according to the command of the energy management module; the contactor is used for switching or isolating the rectifier; the voltage sensor is used for monitoring the real-time output voltage of the rectifier; the current sensor is used for monitoring the real-time output current of the rectifier; the circuit diagram is shown in fig. 4.
The control module is arranged in the super capacitor, and the voltage and current sensor, the fuse and the contactor are arranged at the output end of the super capacitor. The control module monitors the state of the super capacitor; the voltage sensor is used for monitoring the real-time output voltage of the rectifier; the current sensor is used for monitoring the real-time output current of the rectifier; the fuse is used for overcurrent protection; the contactor is used for inputting or isolating the super capacitor; the circuit diagram is shown in fig. 5.
Furthermore, the super capacitor has a quick charge and discharge function, and the braking energy of the train is quickly recovered.
The inverter comprises a traction inverter and an auxiliary inverter, a control module is arranged in the inverter, a voltage sensor, a current sensor and a contactor are arranged at the input end, and a voltage sensor and a current sensor are arranged at the output end. The contactor is used for switching or isolating the inverter; the system module monitors the state of the inverter and controls the traction motor to output corresponding torque according to the command of the energy management module; the voltage sensor is used for monitoring the real-time input and output voltage of the inverter; the current sensor is used for monitoring the real-time input and output current of the inverter.
The traction motor is provided with a speed sensor and a temperature sensor. The speed sensor is used for monitoring the rotating speed of the traction motor, and the temperature sensor is used for monitoring the working temperature of the traction motor.
The super capacitor is one of main power supplies of the power system, and on the premise of the same output power requirement, the power system can be selectively provided with an internal electric power pack with smaller power, so that the emission of pollution gas and the production cost of the whole power system are reduced.
The power system of the embodiment of the invention comprises an energy management module, an internal electric power pack, a rectifier, a super capacitor, an inverter, four traction motors and a set of MVB network.
The control strategy of the power system of the invention is as follows: direct torque plus power limit control strategy. When a train runs, the energy management module sends a level signal of a train controller to the inverter, and the inverter sets envelope lines of train speed and traction force, train speed and regenerative braking force according to the received level signal of the train controller and the power performance of a power system in advance and controls a traction motor to exert corresponding torque; meanwhile, the inverter calculates the current actual required power according to the voltage and current values collected by the input end, and sends the required power to the energy management module, the energy management module calculates and sends a power command to be output to the rectifier according to the current available power of the super capacitor, and the rectifier controls the power pack to output corresponding power according to the command of the energy management module.
When the train is in a traction working condition, the internal electric power package and the super capacitor are connected in parallel to provide electric energy for the traction motor and the vehicle-mounted load.
When the train is in a braking working condition, the internal electric power pack runs in an idling mode, the rectifier is in a standby state, and the super capacitor rapidly recovers the regenerative braking energy of the traction motor.
When the train is in an inert or static working condition, the internal electrodynamic force package runs in an idling mode, and the super capacitor is charged while the current running speed of the train is maintained.
When the fault of the internal electric power pack is isolated, the super capacitor supplies power to the train load, and the power supply for a certain time is maintained.
When the ultracapacitor fault is isolated, the train load is powered by the internal power pack to maintain low speed (e.g., less than 50 kilometers per hour) operation of the train.
The power supply power system circuit structure of the invention has the following power connection relationship: the three-phase output end U, V, W of the internal electric power pack is connected with the corresponding three-phase input end U, V, W of the rectifier; the positive electrode and the negative electrode of the rectifier for outputting the direct current are connected with the input positive electrode and the input negative electrode corresponding to the super capacitor; the output positive and negative electrodes of the super capacitor are connected with the corresponding input positive and negative electrodes of the traction inverter and the auxiliary inverter; a three-phase output end U, V, W of the traction inverter is connected with a corresponding three-phase input end U, V, W of the traction motor; and the three-phase output end and the direct-current output end of the auxiliary inverter are connected with a three-phase bus and a direct-current bus corresponding to the train.
The invention discloses a power supply system circuit structure, which has the following control connection relation: the energy management module comprises a plurality of control modules which are communicated with all the components by MVBs (multifunction vehicle bus), and the MVBs are divided into A, B channels which are redundant with each other; one beam of X1 of the internal electric power pack is connected to X1 of the energy management module, the other beam is connected to X1 of the rectifier, one beam of X2 of the internal electric power pack is connected to X2 of the energy management module, and the other beam is connected to X2 of the rectifier; the other beam line of the X1 of the rectifier is connected with the X1 of the super capacitor, and the other beam line of the X2 of the rectifier is connected with the X2 of the super capacitor; the other beam line of the X1 of the super capacitor is connected with the X1 of the inverter, and the other beam line of the X2 of the super capacitor is connected with the X2 of the inverter.
When the train is in a traction working condition, the energy management module judges a voltage set value of the super capacitor, if the voltage of the super capacitor is larger than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack and the super capacitor supply power to the inverter together; if the voltage of the super capacitor end is smaller than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack charges the super capacitor until the voltage of the super capacitor end reaches the set value.
When the train brakes, the energy management module controls the inner electrodynamic force package to run in an idle speed mode, the rectifier is in a standby state and judges according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the energy management module controls the isolation super capacitor, and the regenerative braking electric quantity is consumed by the vehicle-mounted equipment and the braking resistor; when the voltage of the super capacitor end is smaller than a set value, the energy management module controls the super capacitor to work, and the regenerative braking electric quantity is absorbed by the super capacitor and the vehicle-mounted equipment.
When the train is in an inert or static working condition, the energy management module controls the inner electric power pack to run at an idle speed, the rectifier is in a working state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, and when the end voltage of the super capacitor is greater than a set value, the energy management module controls the isolation super capacitor; when the voltage at the end of the super capacitor is smaller than a set value, the super capacitor is charged by the internal electric power pack.
When the inner electrodynamic force package is in fault, the energy management module controls the inner electrodynamic force package and the rectifier to be in a shutdown state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the super capacitor supplies power to a train load, and power supply energy for a certain time is maintained; when the end voltage of the super capacitor is smaller than a set value, an external power supply firstly charges the super capacitor, and then the super capacitor supplies power to a train load.
When the super capacitor fails, the energy management module controls the super capacitor to be in an isolation state and controls the internal electric power pack to supply power to train traction and auxiliary loads.
The configuration rule of the power system of the invention is as follows: the power super-capacitor with the small-power inner electrodynamic force package is increased in power (currently, internationally, the minimum power of the inner electrodynamic force package is about 390kW, and the maximum power of the inner electrodynamic force package is about 700kW, and a 390kW power package with the minimum power is selected and a super-capacitor with 450kW is configured in the invention).

Claims (10)

1. A hybrid power supply system of an internal combustion motor train unit comprises:
the energy management module is used for receiving respective current voltage, current, actual available power and current output power sent by the internal electrodynamic force packet, the rectifier, the super capacitor and the inverter and performing energy management;
the internal electric power pack is used for sending the working parameters of the internal electric power pack to the energy management module and transmitting the energy and the capacity parameters of the internal electric power pack to the rectifier;
the rectifier is used for sending the working parameters of the rectifier to the energy management module and transmitting the energy and the capacity parameters of the rectifier to the inverter;
the system is characterized in that the super capacitor is used for sending self working parameters to the energy management module and sending energy and self capacity parameters to the inverter;
the inverter is used for sending the working parameters of the inverter to the energy management module, supplying the output electric quantity of the internal electric power package and the super capacitor to the traction motor and monitoring the working state of the traction motor;
when a train runs, the energy management module sends a level signal of a train controller to the inverter, and the inverter sets envelope lines of train speed and traction force, train speed and regenerative braking force according to the received level signal of the train controller and the power performance of a power system and controls a traction motor to exert corresponding torque; meanwhile, the inverter calculates the current actual required power according to the voltage and current values acquired by the input end and sends the required power to the energy management module, the energy management module calculates and sends a power command to be output to the rectifier according to the current available power of the super capacitor, and the rectifier controls the inner electrodynamic force packet to output corresponding power according to the command of the energy management module;
when the train is in a traction working condition, the energy management module judges a voltage set value of the super capacitor, if the voltage of the super capacitor is larger than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack and the super capacitor supply power to the inverter together; if the voltage of the super capacitor end is smaller than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack charges the super capacitor until the voltage of the super capacitor end reaches the set value;
when the train brakes, the energy management module controls the inner electrodynamic force package to run in an idle speed mode, the rectifier is in a standby state and judges according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the energy management module controls the isolation super capacitor, and the regenerative braking electric quantity is consumed by the vehicle-mounted equipment and the braking resistor; when the voltage of the super capacitor end is smaller than a set value, the energy management module controls the super capacitor to work, and regenerative braking electric quantity is absorbed by the super capacitor and the vehicle-mounted equipment;
when the train is in an inert or static working condition, the energy management module controls the inner electric power pack to run at an idle speed, the rectifier is in a working state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, and when the end voltage of the super capacitor is greater than a set value, the energy management module controls the isolation super capacitor; when the voltage of the super capacitor terminal is smaller than a set value, the super capacitor is charged by the internal electric power pack;
when the inner electrodynamic force package is in fault, the energy management module controls the inner electrodynamic force package and the rectifier to be in a shutdown state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the super capacitor supplies power to a train load, and power supply energy for a certain time is maintained; when the end voltage of the super capacitor is smaller than a set value, an external power supply charges the super capacitor, and then the super capacitor supplies power to a train load;
when the super capacitor fails, the energy management module controls the super capacitor to be in an isolation state and controls the internal electric power pack to supply power to train traction and auxiliary loads.
2. The internal combustion motor train unit hybrid electric power supply powertrain system of claim 1, wherein the internal electric power pack comprises a first control module; the first control module is connected with a first current sensor and a first voltage sensor; the first current sensor and the first voltage sensor are both connected with the generator; the generator is connected with the diesel engine; the first control module monitors the state of the generator and controls the output of corresponding power according to the command of the rectifier; the first voltage sensor is used for monitoring the real-time output voltage of the generator; the first current sensor is used for monitoring the real-time output current of the generator.
3. The diesel-electric multiple unit hybrid power supply electric power system according to claim 2, wherein the rectifier includes a second control module; the second control module is connected with a second voltage sensor and a second current sensor; the second voltage sensor and the second current sensor are both connected with the DC/DC converter; the DC/DC converter is connected with the AC/DC converter; the AC/DC converter is connected with the generator through a first contactor; the second control module monitors the state of the DC/DC converter and controls and outputs corresponding power according to the command of the energy management module; the first contactor is used for switching or isolating the rectifier; the second voltage sensor is used for monitoring the real-time output voltage of the rectifier; the second current sensor is used for monitoring the real-time output current of the rectifier.
4. The hybrid power supply power system of the internal combustion motor train unit according to claim 3, wherein the super capacitor comprises a third control module, and the third control module is connected with a third voltage sensor and a third current sensor; the input ends of the third current sensor and the third voltage sensor are connected with the fuse protector; the fuse is connected with the super capacitor; the fuse is connected with the DC/DC converter through a second contactor; the third control module monitors the state of the super capacitor; the third voltage sensor is used for monitoring the real-time output voltage of the super capacitor; the third current sensor is used for monitoring the real-time output current of the super capacitor; the fuse is used for overcurrent protection; the second contactor is used for throwing in or isolating the super capacitor.
5. The hybrid power supply power system of the internal combustion motor train unit according to claim 1, wherein the internal electric power pack is connected in parallel with the super capacitor to supply electric energy to the traction motor and the vehicle-mounted load when the train is in a traction condition.
6. The hybrid power supply power system of the internal combustion motor train unit according to claim 1, wherein when the train is in a braking condition, the internal power pack operates at an idle speed, the rectifier is in a standby state, and the super capacitor rapidly recovers regenerative braking energy of the traction motor.
7. The hybrid power supply power system of the internal combustion motor train unit according to claim 1, wherein when the train is in an inert or static condition, the internal power pack operates at idle speed, maintaining the current operating speed of the train while charging the super capacitor.
8. The hybrid power supply power system of the internal combustion motor train unit according to claim 1, wherein when the fault of the internal power pack is isolated, the super capacitor supplies power to the train load to maintain power supply energy for a certain time; when the super capacitor fault is isolated, the internal power pack supplies power to the train load to maintain the low-speed operation of the train.
9. The hybrid power supply power system of the internal combustion motor train unit according to any one of claims 1 to 8, wherein the power of the internal electric power pack is 360 to 390kW, and the power of the super capacitor is 300 to 450 kW.
10. A hybrid power supply method for an internal combustion motor train unit is characterized by comprising the following steps:
when the train is in a traction working condition, the energy management module judges a voltage set value of the super capacitor, if the voltage of the super capacitor is larger than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack and the super capacitor supply power to the inverter together; if the voltage of the super capacitor end is smaller than the set value, the energy management module controls the rectifier to be switched on, and the internal electric power pack charges the super capacitor until the voltage of the super capacitor end reaches the set value;
when the train brakes, the energy management module controls the inner electrodynamic force package to run in an idle speed mode, the rectifier is in a standby state and judges according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the energy management module controls the isolation super capacitor, and the regenerative braking electric quantity is consumed by the vehicle-mounted equipment and the braking resistor; when the voltage of the super capacitor end is smaller than a set value, the energy management module controls the super capacitor to work, and regenerative braking electric quantity is absorbed by the super capacitor and the vehicle-mounted equipment;
when the train is in an inert or static working condition, the energy management module controls the inner electric power pack to run at an idle speed, the rectifier is in a working state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, and when the end voltage of the super capacitor is greater than a set value, the energy management module controls the isolation super capacitor; when the voltage of the super capacitor terminal is smaller than a set value, the super capacitor is charged by the internal electric power pack;
when the inner electrodynamic force package is in fault, the energy management module controls the inner electrodynamic force package and the rectifier to be in a shutdown state, meanwhile, judgment is carried out according to the current end voltage sent by the super capacitor, when the end voltage of the super capacitor is larger than a set value, the super capacitor supplies power to a train load, and power supply energy for a certain time is maintained; when the end voltage of the super capacitor is smaller than a set value, an external power supply charges the super capacitor, and then the super capacitor supplies power to a train load;
when the super capacitor fails, the energy management module controls the super capacitor to be in an isolation state and controls the internal electric power pack to supply power to train traction and auxiliary loads.
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EP3722177A1 (en) 2020-10-14
MA50952B1 (en) 2023-11-30
MA50952A (en) 2020-10-14
WO2019109413A1 (en) 2019-06-13
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EP3722177A4 (en) 2021-02-17
RS64570B1 (en) 2023-10-31

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